Electric block-signal system.



No. 760,159. PATENTED MAY 17, 1904.

T. SILVENE. ELECTRIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED MAY 29, 1902.

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A TTOHNEYS No. 760,159- PATENTED MAY 17, 1904.

T. SILVENE.

ELECTRIC BLOCK SIGNAL SYSTEM.

APPLIOATION FILED my 29, 1902.

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I T. SILVBNE. ELECTRIC BLOCK SIGNAL SYSTEM.

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APPLICATION FILED MAY 29, 1902.

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T. SILVENE. ELECTRIC 121,001: SIGNAL SYSTEM.

APPLICATION TILED MAYv29, 1902.

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Patented May 17, 1904.

TONY SILVENE, OF VICTORIA, CANADA.

ELECTRIC BLOCK-SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 760,159, dated. May 17,1904.

Application filed May 29, 1902.

To a, w/wnt it may concern:

Be it known that I, TONY SILvnNn, a subject of the King of GreatBritain, and a resident of Victoria, in the Province of British Columbiaand Dominion of Canada, have invented new and useful Improvements inElectric Block- Signal Systems, of which. the following is a full,clear, and exact description.

Myinvention relates to electric block-signals for use upon railways.

I My object, more particularly, is to produce a neat, reliable, andsimple system whereby a train may automatically display a danger-signalin the block upon which it stands and in the block ahead and mayautomatically display a safety-signal in a block to the rear.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar characters of refcrenceindicatecorresponding parts in all the figures.

Figure 1 is a diagram showing two adjacent semaphores, representing twoconsecutive blocks. Fig. 2 is a front elevation of one of the semaphoresand mechanism for actuatingthe same, showing the semaphore-arm inposition indicating safety. Fig. 3 is a side elevation of anelectromagnet for releasing the lever 29 in Fig. 2. Fig. 4 is a viewsomewhat similar to Fig. 2, but showing the semaphorearm in the positionindicating danger. Fig. 5 is a side elevation of one of the rails,showing the connection of the mechanical trip therewith. Fig. 6 is ahorizontal section upon the line 00 of Fig. 2. Fig. 7 is an elevation ofthe alarm mechanism located within the locomotive-cab, and Fig. 8 is asection upon the line 8 8 of Fig. 7 and somewhat enlarged.

My system is applicable to either single or double tracks; but as thesystem when used for a double track is substantially a duplication ofthe system when used for a single track I will only describe the systemas applied to a single track. With a double-track system the trips,signals, &c., are located upon one side of the track-say the easternside; but with a single-track system the trips, signals, &c., aredoubled in number and are located, say, upon both the eastern andwestern sides of the track. It should therefore be understood that I donot limit myself to a singletrack system.

In Fig. 1 a train has just passed the semaphore to the left and ismoving toward the right. The semaphore to the left therefore displaysthe danger-signal, which it does by maintaining the semaphore-armhorizontal. Assoon as the train passes into the block farther to theright, however, the semaphore-arm 2 drops into a position indicated indotted lines to the left of Fig. 1. During all this time the arm .of thesemaphore shown to the right of Fig. 1 is horizontal, indicating danger,it having been changed from safety to danger -when the train entered theblock from the left. Upon the arrival of the train at a point to theright of Fig. 1 the semaphorearm at the left drops into the positioninclicated by dotted lines, this position indicating safety, while thenext semaphore still farther to the right (not shown in the drawings) ismade to indicate danger.

A vertical post 1 1 is provided with a radially-swinging semaphore-arm 22*, which is actuated by means of a vertically-movable rod 3, 3,provided at its bottom with a head 4 1. This head may be engaged by alatch 5 5, this latch being of soft iron and constituting an armaturefor the magnet 6 6, which has a pole-piece 7 7*. When the magnet 6 6 isenergized, the latch 5 5 is drawn toward the.

pole-piece, and therebydisengaged from the vertical rod, whereupon thesemaphore-arm 2 drops into the position indicated in Fig. 2 by its owngravity. Upon the bracket 8, secured rigidly uponthe post, is mounted asleeve 9, which acts as a guide for the vertical rod. A somewhat similarbracket 10 supports another sleeve, 11, also acting as aguide. Theplates 12 13 are likewise rigidly connected to the post and are providedwith bearing-sleeves 14' 15. Aflweigh't 16, provided with bosses 17 18and with sliding rods 19 20, is mounted so that these'sliding rods passthrough the bearingsleeves'14; 15, whereby the weight is renderedslidable relatively to the post. Spiral springs 16 16 are located,respectively, above and below the weight and engage the bearing-sleeves14 15. A stirrup 21 is rigidly secure'cl'upon the weight and isconsequently movable therewith.

A lever 22 is pivoted at 23 immediately ad- The long end of jacent toone of the rails.

.26, (shown to better advantage in Fig. 5.) and through these slots thebolts 27 pass into the rail. The plate is slightly rounded upon itsupper surface, as indicated in Fig. 5, this shape being preferable inorder to enable the wheel of the train to depress the plate and at thesame time to prevent moving objects from accidentally catching on thecorners thereof. When a train runs over the plate 25, if the plate be inthe position indicated by full lines in Fig. 4 or by dotted lines inFig. 5 the weight of the train depresses the plate and raises the weight16. The ascent of the weight 16 releases the lever 29 from its positionindicated in Fig. 4. This lever is pivoted at 30 upon the post and isprovided with a short end 31, which engages the boss 18 upon the weight16, as indicated more particularly in Figs. 2 and 4. The instant theweight 16 rises the long end of the lever 29 drops down, so that theboss 33 (shown to better advantage in Fig.

3) engages the boss 32, which is mounted upon the armature 34 of theelectromagnet 37 This armature is mounted rigidly upon the guiderods 35,made, preferably, of brass, so as to render the movement of the armature34 parallel with the general direction of the magnet 37. The guide-rods35 pass through the cores 36. Another guide-rod, 37 is secured radiallyto the armature 34 and passes loosely into the framework, as indicatedmore particularly in Fig. 6. Surrounding this lastmentioned guide-rod isa spiral spring 37 which normally presses the armature 34 outward fromthe magnet. When the trip-plate 25 is depressed by a Wheel of therolling-stock and the weight 16 thereby raised, as above explained, thearm 29 is held down by the boss 32. When, however, the magnet 37 isenergized by a battery or other source of electricity, the arm 29 isreleased and the weight 16 thereby allowed to drop. The dropping of theweight lowers the lever 22 and raises the trip-plate 25 to the positionindicated by dotted lines in Fig. 5. The magnet 37 37 is supported onthe base 38 and is connected with the contact 39 39, disposed adjacentto the track, the connection consisting of a wire 40 40", joined at 4141 to a wire 42 .42. The magnet 37 37 is connected, by means of a wire43 43*, junction 44 44, and wire 45 45, with the magnet6 6. This magnet,by means of a Wire 46 46*, junction 47 47 and wire 48 48, is connectedwith another contact, 53 53, immediately adjacent to the contact 39 39.From the junction 44 44 a wire 49 49 leads to a spring-tongue contact 5050 and from another spring-contact, 51 51, immediately ad- Theverticalmovements of the weight 16 causes the boss 17 to open andclosethe spring-tongue contacts 5O 51. When the weight descends, thesecontacts are left open, as indicated in Fig. 4.

When the weight ascends, however, the contacts are closed, as indicatedin Fig. 2. The junction 47 47 a of one block is connected by a wire 5454 with the junction 41 41 of the next block to the right. The weight 16is provided with an arm 55, which engages a collar 56, this collar beingsecured rigidly upon the rod 3 3. By this means the descent of theweight '16 causes the descent of the rod 3 3, so that the head 4 4 iscaught by the latch 5 5 and held until the magnet 6 6 is energized. j

The spring-tongues 5.0 51 are connected with the binding-screws 57 58,which are in turn 7 respectively connected with the wires 49 52.

In the cab of the locomotive a magnet 59 is provided with a movablearmature 60. Immediately back of this magnet is a clearancespace 61,into which the guide-rod 62 is free to play. This guide-rod supports thearmature and is surrounded by a spiral spring 63, whereby the armatureis normally pressed outward. A stationary head 64 is pivoted to thelever 65, as indicated more particularly in Fig. 7 this lever beingprovided with a boss 66, somewhat in the nature of a latch, whichengages the upper portion of the armature and presses upon the same byvirtue of the tension of the spring 67 A pitman 68 is pivoted to thelever and also to the handle 69, mounted upon the head 78. A sliding rod7 O is slidably mounted in a bracket 71 and in a cylinder 72. Thiscylinder is provided with a valve 73 of ordinary pattern, the valvebeing tensioned by a spring 74. An air-cylinder 75 is connected, bymeans of apipe 76, with the cylinder 7 2. An alarm consisting,preferably, of a whistle 77 is mounted in the cab and is ac tuated bytheescape of compressed air from the cylinder 75. Of course steam may beemployed instead of compressed air, if desired. The opening of the valveis occasioned by the movement of the rod 7 O to the left under tensionof the spring 67. The immediate occasion for the alarm being sounded isthe move ment of the armature 60 toward the magnet 56. As the boss 66rests upon the upper edge of the armature 60, the instant the magnet 59is energized and the armature 6O drawn toward it the boss 66 isreleased, whereupon the spring 67 causes the rod 70 to open the valve.The valve remains open until it is reset by raising the lever 65 fromthe position indicated by dotted lines in Fig. 7 to that indicated byfull lines in said figure. The banscribed. From this magnet a wire'81runs to a battery 82 aboard the cab, and from this battery another wireruns to the wheel 83, which by its. contact with the rail 28 constitutesa very effective ground. The contacts 39 39 53 53 are insulated fromeach other and from the ground. The idea is that the circuit of thebattery 82 is normally open, but

is momentarily closed at intervals when the trolley 79 strikes thecontacts 39 39 5353.

The operation of my invention is as follows: Suppose that a train isjust leaving the somaphore shown to the left in Fig. 1 and approachingthe semaphore shown to the right in said figure. The circuit beingclosed through the trolley 79 and contact 53, the current from thebattery 82 energizes the magnet 59, thereby causing it to draw thearmature and sound the alarm in the cab, as above described. his duty,he is holding the handle 69 to prevent the alarm from sounding andsimultaneously watching the signals ahead. Should he be careless, thealarm will attract his atten tion. The current from the battery 82 alsoflows through the contact 53, Wire 48, junction 47, wire 54, junction41, wire 42, magnet 37, wire 43, junction 44, wire 49, contacts 50 51,(now closed,) wire 52 to ground. The closing of the contacts 50 51 waseflected by the passing of another train at some prior time, which traindepressed the trip 25 and raised the weight 16. By inspection of Fig. 4it will be observed that if the trip 25 be depressed by a Wheel theraising of the weight 16 must close the contacts 50 51. The closing ofthese contacts is independent of the position occupied by thesemaphore-arm;

which may afterward assume the position indicated in Fig. 2, thecontacts in that figure still remaining closed. This causes the magnet37 to draw its armature 34, thereby releasing the weight, as abovedescribed, and the descent of the weight elevates the semaphorearm 2 tothe position shown at the right of Fig.1. The head 4 is now engaged bythe latch or armature 5, so that the arm 2 remains in this position forthe time being. The descent of the weight, as above described, upon thepost 1 opens the contacts 50 51, whereby any further passage of currentthrough the magnet 37 is for the time being prevented. The contacts 5051 are not opened, as indicated in Fig. 1, until the trolley 79 engagesthe contact 53. Prior to the instant when this occurs the contacts 50 51are closed, so that the circuit may be completed. It is the completionof the circuit through these contacts which energizes the magnet 37 andby allowing the weight to fall opens the contacts 50 51. The wheel 83next runs over the trip 25, depressing the same, raising the weight 16upon the post 1, and closing the contacts 50 51 upon the same post. Thismovement does not alfect the sig- If the engineer is doing not affectthe signal upon the post 1.

arrives adjacent to the post 1.

nal immediately adjacent to the train, for the reason that thesemaphore-arm 2 is unable to fall, because of the latch 5 engaging thehead 4 at the bottom of the rod 3. In other words, the immediatepresence of thelocomotive does T iis signal will remain at dangefi untilthe train It will be noted that as the train leaves the post 1 andapproaches the post 1 the contacts 50 51 are closed by the trip 25,whereas the contacts 50 51 uponthe post 1 are opened by the ap proach ofthe train when the trolley 79 engages the contact 53. In other words,afterleaving post 1 and before arriving at post 1 the contacts 50 51 ofpost 1 are closed, as indicated by dotted lines in Fig. 1, whereas thecontacts at the post 1 are opened, as shown. When, however, the trolley79 touches contact 39, the battery-circuit is completed, as

follows: wire 40 'unction 41 wire 54 'unction 47, wire 46, magnet 6,wire 45, junction 44, binding-screw 57, spring-tongue contacts 50 51,(now closed,) binding-screw 58, wire 52,? rail R to the ground, wheel 83back to battery. N 0 short circuit can take place at any point, as maybe readily seen upon attempting to trace any circuits than thosedescribed.

The trolley next touches the contact 53, and thereby raises thesemaphore-arm of a block still fartherto the right, (not shown in Fig.1,) so that this semaphore-arm sh all indicate danger, this being theprocess already described of the action of trolley 79 upon touching thecontact 53. The general result is that in passing a particular block thetrain automatically displays a danger-signal in the block ahead and inthe block occupied by the train, but lowers the semaphore-arm of a blockto the rear in such a position as to indicate safety. A spectatorstanding at some distance from. a railway with which my system isequipped? sees a horizontal semaphore-arm quite near the train and alsosees an arm fly up in front. of the train and another arm drop down inthe rear of the train. This action goes on con-. tinuously.

. The normal safety of a semaphore employed in my system is indicated inFig. 2. The contacts 50 51 are normally closed until: the trainapproaches and are broken by the ap proach of the train. In passing eachblock the train first energizes the magnet 6 ofthe block to the rear,next energizes the magnet 37 of the block in front, and next pressesdown the trip 25 of the block through which it is passing, thedepressing of the trip having no immedi-' ate efiect'upon the electriccircuit and not atfooting the semaphore-arm immediately adjacent to thetrain.

Having thus described my invention, I claim as new and desire to secureby Letters Patent-- 1. In an electric block-signal system, thecombination of semaphore-arms normally depressed by their own weight,counterweights for raising said arms, mechanism actuated by movements ofthe rolling-stock for raising said counterweights, latch mechanism fortemporarily locking said arms in predetermined positions independentlyof said counterweights, means for temporarily supporting saidcounterweights, magnets for controlling said latch mechanism, contactsfor energizing and deenergizing said magnets, said contacts being freeto open and close by movements of said counterweights, contact membersdisposed adjacent to the railway-track, wiring connected with one ofsaid contact members and with one of said magnets, trolley mechanismmounted upon a vehicle for energizing said contact members, and a sourceof electricity connected with said trolley mechanism.

2. In an electric block-signal system, the combination of movablesemaphore-arms normally depressed by their own Weight, counterweightsfor raising said arms, mechanism actuated by movements of therolling-stock for raising said counterweights, latch mechanisms fortemporarily locking said arms in predetermined positions independentlyof said counterweights, means for temporarily supporting saidcounterweights, magnets for controlling said latch mechanisms, contactsfree to open and close by movements of said counterweights, contactmembers disposed adjacent to the railway-tracks, wiring connected withone of said contact members and with one of said magnets, trolleymechanism mounted upon a vehicle for engaging said contact membersdisposed along said track, a source of electricity mounted upon saidvehicle and connected with said trolley mechanism, and electric alarmmechanism mounted upon said vehicle and energized by said source ofelectricity.

3. An electric block-signal system, comprising movable semaphore-armsnormally de- 7 pressed by their own weight, counterweights for raisingsaid arms, mechanism actuated by movements of the rolling-stock forraising said counterweights, latch mechanisms for temporarily lockingsaid arms in predetermined positions independently of saidcounterweights, means for temporarily supporting said counterweights,magnets for controlling said latch mechanisms, contacts free to open andclose by movements of said counterweights, contact members disposedadjacent to the railway-track, wiring connected with one of said contactmembers and with one of said magnets, trolley mechanism mounted upon avehicle for energizing said contact members disposed along said track,and a single source of electricity mounted upon said vehicle andconnected directly with said trolley mechanism.

4. In an electric block-signal system, the combination of posts providedwith movable semaphore-arms normally depressed by their own weight,counterweights for raising said arms, mechanism actuated by movements ofthe rollingstock for raising said counterweights,latch mechanism fortemporarilylocking said arms in predetermined positions independently ofsaid counterweights, means for vtemporarily supporting saidcounterweights, magnets for controlling said latch mechanlsm,

contacts mounted upon said posts and free to open and close by movementsof said counterweights, contact members disposed adjacent to therailway-track, wiring connected with one of said contact members andwith one of said magnets, trolley mechanism mounted upon a vehicle forenergizing said contact members disposed along said track, an alarmmounted upon said vehicle, and a single source of electricity mountedupon said vehicle connected directly in series with said trolleymechanism and with said alarm, thus rendering a relay and local batteryunnecessary.

5. In an electric block-signal system, the combination of movablesemaphore-arms normally depressed by their own weight, counterweightsfor raising said arms, mechanism actuated by movements of therolling-stock for raising said counterweights, supporting mechanism forsustainingsaid counterweights, release-magnets for disengaging saidcounterweights from said supporting mechanism, thereby allowing the sameto fall, and electric mechanism controllable by movements of therolling-stock for energizing said releasemagnets.

6. In an electric block-signal system, the combination of semaphore-armsnormally depressed by their own weight, counterweights for raising saidarms, mechanism actuated by movements of the rolling-stock for raisingsaid counterweights,latch mechanism for temporarily locking said arms inpredetermined positions independently of said counterweights, magneticmechanism for controlling said latch mechanism, supporting mechanismsustaining said counterweights when raised, magnetic release mechanismfor disengaging said counterweights from said supporting mechanism,contacts connected with said magnetic mechanism and with said magneticrelease mechanism, said contacts being also connected with the ground,contact members disposed along the railway-track and insulated TONYSILVENE.

WVitnesses:

FRANK M. KELLY, W. A. LAWSON.

